RUF status 2006

RUF International, Forhaabningsholms Alle 30, 1904 Frb. C., Denmark

Phone: (+45) 3324 7033, Mobile (+45) 4078 7655, Fax (+45) 3324 7044
E-mail PRJ@RUF.DK Web: WWW.RUF.DK
Bank: NORDEA 2138 8897 296 803
Vehicle design 1
Concept and features
RUF vehicles are all designed using the same basic drive system. The vehicles differ in length and width as well
as in equipment. The guideway is the same for all vehicles, but a super strong version can be made for heavy
goods sections. A normal guideway is dimensioned to be able to carry 500 kg per m.
RUF cars (ruf) are normally 4 seaters but 2 seaters can be made also (mini-ruf)
RUF busses (maxi-ruf) are 10 seaters but 20 seaters mega-ruf and 6-8 seaters midi-ruf can also be built.
Cars (ruf) can be privately owned or public owned. Maxi-rufs can be used both as public transport vehicles and
by companies as service vehicles.
Vehicle design 2
Vehicle speed / weight / size / capacity
RUF vehicles need to follow the RUF standard which demand that a ruf must be able to drive at least 80 km/h
via the normal roads. On the monorail all vehicles follow automatically a fixed speed profile with a top speed of
150 km/h and a maximum acceleration of 0.2 G. On long sections (20 km) the speed can go as high as 200
km/h.
The vehicles can fully loaded weigh as much as 500 kg per m. The empty vehicle is light weight and could be
made of aluminium (honeycomb structure) or carbon fibres.
The ruf width is like a normal car (175 cm). Length can vary (typically 3.5 m). Height is slightly higher than most
cars.
Maxi-ruf and mega-ruf is 2 m wide 2 m high and 7 m long.
RUF vehicles enter the guideway with a speed of 30 km/h and with a separation of 5 m. This means 1 ruf per
sec. and 0.5 maxi-ruf per second. If a ruf contain 1.3 passengers it means a capacity of 4680 pass/h. If 10-ruf
trains are built before access to the rail system (length 10 x 3.5 m) it means a 40 m long train (plus separation)
takes 5 seconds to enter. 13 passengers every 5 sec. = 9360 pass/h/dir.
Maxi-ruf will typically form trains before access to the monorail. It runs On Demand so all 10 seats can be used.
Capacity of a line based upon 5-maxi-ruf trains (40 m long incl. separation) is 50 pass. every 5 sec or 36,000
pass/h/dir. The same line based upon mega-ruf has a capacity of 72,000 pass/h/dir. No standing.
Vehicle design 3
Vehicle aerodynamics
RUF vehicles need to follow the RUF standard which means that a ruf must fit reasonable well together. The
front shape and the rear must have similar shape. According to a report from the Danish Energy Technology Lab
at the Danish Technical University, the ideal shape will mean that every additional ruf in a train only add 10% to
the air resistance of the train.
Compared to the Automated Highway System, RUF can offer far better aerodynamics in the platoon. Partly
because the vehicles are shaped for this purpose, partly because the vehicles are driving with only 10 cm
separation. AHS is using 1-2 m separation or more and the vehicles are of very different design.
Normal cars have the problem that they tend to lift off the road at high speed. Special devices are used to
prevent this from happening. RUF does not have this problem due to its special drive system. Lift on the RUF
vehicles is an advantage and the vehicle are safely locked to the monorail.
Vehicle design 4
Safety features
RUF is equipped with a powerful rail brake so that emergency brake of 1 G is possible under all circumstances.
The vehicles are ”locked” to the monorail so that derailing is impossible.
The channel through the vehicle makes it very stiff in a frontal collision.
An escape path can be placed in the space between the two monorails.
When RUF is running automated on the network of monorails, it is using a fail safe mode where the vehicles all
the time must receive an OK signal. If not the whole section will be stopped or run at a reduced safe speed.
Vehicle design 5
Documents
Evaluations
RUF has been evaluated at numerous occations:
COWI (1991) has confirmed the energy savings of the concept. Financed by the Ministry for the Environment
RECONNECT (EU 1999) has appointed RUF as a ”most promising technology”
Bytrafik (City traffic) (2000) gave a very positive evaluation of RUF. Financed by the Ministry for the Environment
IPTS (Institute for Prospective Technological Studies), made in 2001 gave a positive evaluation of RUF
CyberMove under EU program for Energy, Environment and Sustainable Development evaluated a RUF network
covering Greater Copenhagen and found it to have an impressive IRR(30) = 29% for the society.
Patents
The following RUF patentapplications have resulted in one or more patents:
WO 91/18777
WO 94/21479
WO 96/08401
WO 99/65749
Test documents
No documents are publicly available
Infrastructure design 1
Concept
RUF guideway network is based upon 20 m long modules of triangular monorail.
Infrastructure design 2
Structure
RUF networks are typically created with 5 km long segments. With a top speed of 150 km/h and a switch speed of
30 km/h, the average speed in a network with 5 km segments will be 120 km/h

Los Angeles
Infrastructure design 3
Support
RUF monorail modules can be placed upon masts with 20 m separation but other support methods can also be
implemented in special cases.
Infrastructure design 4
Interoperability
RUF is a very flexible system with small dimensions. This means that it can easily connect to other existing
systems. A normal train platform can be used by RUF either from an elevated or an underground line.
Infrastructure design 5
Intercity connections
RUF can connect major city centers
Infrastructure design 6
Freight movements
RUF can be used to distribute small goods in a maxi-ruf where the passenger cabin has been replaced by a freight
cabin. 80% of the goods delivered by trucks today is small gods which can be handled by maxi-ruf vehicles. It is
often high value goods.
Infrastructure design 7
Footprint
RUF need no leveling but can be placed in the middle of an existing highway using masts with a diameter of
approx. 50 cm.
If it is impossible to make holes, the arch configuration can be used. An ordinary road dimensioned for trucks can
carry the monorail system without reinforcement. At the same time this configuration will be more resistant to
earthquake movements.
Infrastructure design 8
Ramps
RUF junctions consist of 4 ”sattelites” and a central roundabout. Access speed is 30 km/h and the minimum radius
of curvature is 26 m. Access ramps are followed by egress ramps to be used in case the vehicle is tested and
rejected on the access ramp. Magnetic guidance is used to guide the vehicles along road parts.
Infrastructure design 9
Stations
RUF can use off-line stations. It is possible because of the very flexible magnetic guidance switch. It is possible to
create trains intelligently in order to minimize travel time. Multi platform stations can be created with a very logical
passenger flow and fast access. No elevators are needed. RUF vehicles can climb very steep because of the
patented drive system.
Infrastructure design 10
Load
RUF monorail is dimensioned to be able to carry 500 kg per meter of guideway. The RUF vehicles are very light
weight, so they do not destroy the road surface like normal busses and trucks.
Control system
Strategy
RUF control system strategy is described in the document: www.ruf.dk/rufsim.doc
The function of a simple junction has been visualized in the program: www.ruf.dk/rufsim.exe
Every vehicle measure its position very frequently and send it to the approaching junction where it is compared to
what it should be. If there are any problems, the system will slow down to a safe speed. In case of serious
problems the whole section of monorail will stop until the problem has been solved.
The sensors are based upon simple magnetic principles and has double redundancy. The communication uses a
so called ”leaky coaxial cable” placed safely in the top of the triangular monorail. Every junction is manned and it
communicates with all nabor junctions so that they can take over in case of control system breakdown. Most
control is local in order to make the system scalable. Ony a minor supervisory system will keep track of the traffic
volumes all over the network in a city in order to avoid overload.
Power / Energy strategy 1
Power supply
RUF vehicles need to be able to drive at least 50 km on fully charged batteries. This is 1/3 of what is normally
required from a normal electric car. When the RUF vehicle has reached a safe distance from ground (or shielded
from the surroundings) power is collected from two power rails, one on each side of the triangular monorail. The
power level is 600 V and the power rails are floating so that you have to touch both rails to get an electric shock.
The power pickup can be placed so that water cannot be collected and so that a finger cannot touch the power rail.
The type of battery is not defined, only the dimensions, the voltage and the capacity.
The vehicles can be charged during night where the power plants can deliver cheap power. On the monorail a
modern battery (Ovonics) can be charged from 10% to 70% in 15 minutes (a typical commuter travel time). In this
way many commuters may never need to recharge.
Windmills and solarcells may help supply power to the system directly without transmission losses.
Power / Energy strategy 2
Hybrid unit
RUF vehicles can drive at least 50 km away from the monorail, but that may not be enough.
In this situation a special hybrid unit can be used in order to extend the range of the vehicle.
It contains a small engine running at constant speed fully optimized for high efficiency and low noise
It can be mounted in the empty slot underneath the vehicle and act as a substitute for the rail. The unit can be
refilled at any gaz station just like a normal car.
It could also be a hydrogen unit which could be filled at the exit from the rail system.
A RUF vehicle (car or bus) could also from the start be a hybrid vehicle.
Power / Energy strategy 3
Regeneration of braking energy
The electric motors are able to regain a large part of the power normally lost during braking. Normally this is not
possible because batteries cannot tolerate large charging currents. This is not a problem when the power is sent
back into the power rails.
Another important factor is, that when the vehicles are system controlled, it only brakes when it has to. No
unexpected braking will normally occur.
The transmission losses are at a minimum when the motors are placed directly in contact with the top of the
monorail.
Power / Energy strategy 4
Efficiency of electric vehicles compared to normal cars
Electric motors are very efficient compared to a normal car engines.
From well to wheel efficiency is much better and the heat produced at power
plants can be used for district heating.
In an automated system it is also very important that the characteristic of the
motor is smooth and easy to control. It is extremely difficult to create
platoons with normal cars of varying size and power.
Power / Energy strategy 5
Air resistance
RUF vehicles are driving individually along the roads but in trains on the monorail. This will allow for a much more
smooth flow of air and the air resistance per vehicle will be greatly reduced.
Rolling resistance
Cars need to have friction all the time in order to be able to steer and brake. RUF vehicles have a special rail
brake, so they can be carried by smooth low noise, low resistance wheels on the monorail.
Power / Energy strategy 6
Well – to – Wheel – to – Way efficiency
RUF can drive 300% longer than a car on the same amount of energy delivered to the wheel due to the reduction
of air resistance and rolling resistance while driving in a train on the monorail.
Since most of a typical trip is using the monorail, this effect is very important.
The well – to – wheel efficiency is high due to electric motors and direct supply from the power rails.
On top of that the waste heat from the power plant can often be used for district heating (at least in Denmark ☺)
Power / Energy strategy 7
Climate effects
RUF is able to deliver the needed reduction in CO2 emmission
from transport without limiting the mobility in the society.
Public transport with maxi-ruf is far more attractive than
traditional public transport. This means that many car drivers
will be using maxi-ruf as their daily commute vehicle. In this
way the CO2 reduction can even be met with electricity from
coal fired power plants.
Check-in / Check-out 1
Strategy
RUF will test the vehicles while they use the access ramp at a junction. While using the access ramp, both road
wheels and rail wheels are active (not shown). If a problem appears, the vehicle will not be allowed access to the
main line and it will be guided via the egress ramp to go back to road driving. If a driver has fallen asleep and he
doesn’t respond to a signal from the system telling him that he has to be ready to get off, he will be parked nearby
the egress ramp and help will be called. Unless he has a very good explanation he will get a fine.
Check-in / Check-out 2
Control
The RUF control system takes over control at a point before entering the access ramp. This point is so far from the
monorail that it is possible to brake the vehicle from high speed to the required 30 km/h in case the driver has not
found the correct speed. During this distance, the vehicle is guided by means of magnetic fields from wires in the
road surface.
When the vehicle get close to the access rail, a passive structure will make sure that the vehicle will hit the rail even
if the guidance doesn’t work. This mechanish makes use of the fact that the support wheels are tilted 10 degrees
when the drive system is in its open position. This makes it possible for the passive structure (blue) to align the
vehicle if needed.
Check-in / Check-out 3
Guidance
The RUF guidance, when driving automatically along a road, is made with magnetic fields of different frequencies.
The field is created by two wires just below the road surface. The frequencies are in the 8-15 kHz range. Magnetic
fields are very robust and are not disturbed by snow/ice/water etc.
A very important advantage is that this principle makes it possible to select between several directions in one
switch. Normally this is not possible with other switch principles. Very compact multi directional switches can be
implemented. The principle of magnetic guidance is used many places (the English Chunnel) without problems.
Check-in / Check-out 4
Congestion avoidence
The RUF system has a control system which can avoid congestion on the network of guideways. It has no control
over the street congestion, so special care must be shown when planning the network egress points. If the vehicles
cannot leave the network, the system could ultimately be blocked.
The best solution is to plan the position of egress ramps so that there is plenty of room for vehicles leaving the
monorail. A good philosophy will be to place the RUF network as a complement to the freeway system. This means
that freeway exits and RUF exits are as far apart as possible.
Multiple exits is also a good strategy. Direct exit to parking facilities will eliminate some problems and the parking
facility can act as buffer for the flow of RUF vehicles.
It is planned to monitor the traffic at exits closely (every junction is manned). In case of severe congestion at all exits
from a junction, the vehicles may have to continue without exiting at this junction. This will mean a detour for some
vehicles, but only in the order of magnitude of 5 km.
Cost / Benefits 1
Costs
The following numbers refer to a CBA made for a RUF network
covering greater Copenhagen. The study was financed by EU under
the CyberMove project. See: www.ruf.dk/rufcba.doc and
www.ruf.dk/rufcba.xls.
The RUF guideway has been analyzed by several groups of
students and professionals. Based upon these studies, an official
cost estimate for 1 mile of bidirectional guideway is $7 million. That
includes the guideway + masts + mounting + all necessary
installations.
A RUF car is thought to have the same cost as a normal car when
mass produced. It contains fewer parts. No engine, no complex
gearbox, no differential, no exhaust pipe and catalytic converter. On
the other hand it contains two electric motors and a small battery.
The size of the battery is approx 1/3 of what is normally required for
an EV. RUF uses more wheels than a normal car, but the extra
wheels are simple wheels. The RUF chassis need not be as strong
as for a car driving at high speed on the highways. RUF is not using
the highways. The cost of purchasing 1 ruf is estimated to be =
$25,000.-
The maxi-ruf is estimated to cost $75,000.-
The junctions are complex structures, so they are estimated to cost
$15 million each
For more details see: www.ruf.dk/rufcba.xls
The total cost for a 320 km network covering Greater
Copenhagen is: $3 billion including rolling stock.
Cost / Benefits 2
Benefits
The benefits come from several factors:
•Travel time is reduced (see: www.ruf.dk/rufcph.exe)
•Travel time is converted from stress time to constructive time
•Safety is increased
•Energy consumption is minimized (see: www.ruf.dk/rufcph.exe)
•Operating costs for light weight electric vehicles are low
•High speed internet access is offered on the monorail
•Public ruf vehicles are used as a substitute for TAXI
•Public transport in maxi-ruf attract high level passengers. The fare is
depending on the level of service and a door-to-door option cost more than a
simple bus service. Comfort is high and everybody have a single seat.

This system gradually implemented over 8 years can give an internal rate of
return of IRR(30) = 29%
Cost / Benefits 3
Other aspects
The RUF system will probably start as a system in a large city and with
a maximum speed of 150 km/h. The typical distance between junctions
will be 5 km.
As an intercity system, the top speed could be increased to 200 km/h.
The typical distance between junctions will be 20 km.
Cost / Benefits 4
Efficient use of space and time
The RUF system can use the limited space in modern cities very efficiently, so very few modifications need to be
made. Because the system does not allow standing passengers, the cross section of a RUF line is much smaller
than that of traditional systems. It can have the same capacity as traditional system due to its rail brake and very
efficient drive system. RUF can offer the same capacity at a much higher frequency than normal train systems.
Cost / Benefits 5
High comfort public transport
The maxi-ruf can offer a very high level of comfort.
•The access to the seats is extremely easy and ideal for elderly people.
•Every passenger has his own seat which is as comfortable as a car
seat.
•If you pay for it you can watch video while you travel.
•Door – to – door is an option in RUF public transport
•The view from an elevated sytem is spectacular
Cost / Benefits 6
Additional revenue sources
The maxi-ruf can be used for both commuters and as a school bus.
It can also be used outside rush hours for all kind of service tasks. Delivery of food, mail, small goods etc.
During night it can be used at longer distances if the RUF network has spread to connect cities. The cabin can be
equipped with two beds so you and your partner can be moved 1500 km while you sleep.
The fact that a normal maxi-ruf has separate access to the individual seats makes it possible to introduce a lottery
financing supplement. Some people may want to pay extra given the chance that their seat number will be chosen
and a sum of money will be payed.
Cost / Benefits 6
Public RUF vehicles
Parking in modern cities is a nightmare
A ”parking rail” for public ruf vehicles can be a very efficient way of solving this
problem. While they wait for a customer, they are recharged and the
temperature is kept at a pleasant level. When used together with an electronic
personalized device, vandalism can be prevented.
Development status 1
Estimated total dollars to mature technology
In order to demonstrate the basic maxi-ruf vehicle on 2 km test track in Denmark, $3 million is needed.
In order to create the first line in Copenhagen (Ring 3) 16 km long, $35 million is needed to fully mature technology
for a line system. After that, $215 million is needed to built the line and run it with 300 maxi-ruf vehicles.
At this stage, the basic RUF technologies for the vehicle has been developed and what is left is the control system
and the junctions.
The junctions are built from modules and placed above major road crossings. To develop the modules will require
less than $10 million.
The control system will require creation of test loop in order to test the function in a junction with real physical
vehicles. This is a development task in the order of $25 million.
Development status 2
Current status of development, hardware
RUF has been under development since 1990. The development has been supported by funding from the Danish
Government as well as from EU. Mogens Balslev, Consultant Engineers A/S have invested heavily in RUF
International in the period 1993 to 2004. Private companies like Siemens Danmark A/S have donated components
or money to the project.
The result is that in 2000 the RUF test track was opened and a test vehicle made ”proof of concept” tests. The tests
were reported by CNN (see: www.ruf.dk/cnn.doc)
A mock-up of the maxi-ruf was built by students and sponsored by the company Alu+. Several versions of a door
opening mechanism have been built and tested.
The American Lounsbery Foundation has donated money to buy components for the next step which is to create
test vehicle no. 2.
Development status 3
Current status of development, software
RUF software has been developed in order to visualize the potential of a RUF system in major cities.
www.ruf.dk/rufcph.exe is for a network covering Copenhagen
www.ruf.dk/rufla.exe is for a network covering Los Angeles
www.ruf.dk/rufcity.exe is almost ready. It is meant for city planners who can build a RUF network for their own city
and see the consequences and edit the network to suit their needs.
www.ruf.dk/ruftrain.exe illustrates the ruf flow between junctions
www.ruf.dk/rufcom.exe shows the traffic volume in Copenhagen if every commuter uses the network
www.ruf.dk/rufsim.exe and www.ruf.dk/rufsim.doc illustrate what happens in a simple junction of a RUF network.
www.ruf.dk/rufcba.xls and www.ruf.dk/rufcba.doc is a Cost Benefit Analysis of a RUF network in Copenhagen
Many more files are ready for download from www.ruf.dk/files
The newest file is the paper given at the recent traffic conference in Aalborg, Denmark, August 2006. A special RUF
session was organized and the paper can be downloaded from: www.ruf.dk/ruf2006.pdf
Development status 4
Current status of development,
media coverage
RUF has been featured on media all around
the world. Most important was the CNN
program in 2001. See: www.ruf.dk/cnn.doc
This very positive program (overstating the
actual development status) had a
tremendous impact on the RUF website.
Countless newspaper articles have been
printed in Denmark as well as other
countries.
A technical magazine: ”Teknisk Nyt” in
Denmark allocated 14 articles in a series
covering all possible aspects of RUF.
Thousands of downloads of RUF
animations from the RUF web has spread
the knowledge about RUF to all corners of
the world.
A CD ROM multimedia presentation was
produced in 1998 and used for exhibitions
and conferences all around the world. It was
funded by the Balslev Foundation.
Development status 5
Current status of development,
political support
RUF has had the pleasure to get in contact with many
politicians from Denmark, Holland, India and USA.
The general experience is that as soon as I get their
attention for more than 1 hour, they get totally
convinced about the qualities of RUF.
In 1996, the politicians from a Danish city (I have
promised not to mension the name) contacted me
and said that they wanted to be the first in the world
to have a RUF system. An application for funding was
negotiated and everybody were positive until a person
from the ministry of traffic said NO.
In 1997 (?) I was invited to Holland by a group of
politicians who have decided that they wanted to do
something else than the usual expansion of roads
and railroads. They became very interested after my
RUF presentation and asked where they could see it
in reality. Since we had no test track, the interest died
out.
In 2004 I was invited to India and met with the
transport Minister in Calcutta. He is very interested in
constructing a 100 km RUF line in Calcutta and a
contract was signed between RUF International and
the largest financing company for infrastructure in
India: SREI. The project is still pending as they are
waiting to see RUF demonstrated on a test track.
Development status 6
Scientific references 1 of 3
Jensen, Palle R. : RUF traffic system
THERMIE semniar on Public Transport in medium sized cities, June 18th 1992 in Vejle, Denmark

Jensen, Palle R. : Clean transport with the RUF system

OECD conference: Towards Clean Transport, Mexico City, March 28-30 1994
Proceedings p. 503-510

Jensen, Palle R. : The RUF system

Traffic-days at Aalborg University, August 29-30 1994
Proceedings p.227-234

Jensen, Palle R. : The RUF Dual-Mode Intelligent Electric Vehicle Concept

Special seminar at University of Washington, May 22nd 1995

Jensen, Palle R. : Bæredygtig mobilitet ved hjælp af RUF systemet (Sustainable mobility using the RUF system), Traffic-days at
Aalborg University, August 21-22, 1995
Proceedings p. 587-596

Jensen, Palle R. : The RUF Auto/Transit Dual-Mode system

ISATA, 28th International Symposium on Automotive Technology and Automation, Stuttgart, Sept. 18-22 1995
Proceedings p. 95-102

Jensen, Palle R. : The RUF system - A dual-mode Auto/Transit concept

ITS 95, The second World Congress on Intelligent Transport Systems, Yokohama, Nov. 9-11 1995
Proceedings p. 2213-2215

Jensen, Palle R. : The RUF system, A Dual-Mode Auto/Transit Electric Vehicle System
OECD conference: Towards Sustainable Transportation, Vancouver March 24-27 1996

Jensen, Palle R. : The RUF system

Special seminar at University of Southern California, School of Urban Planning & Development, April 1st 1996
Development status 7
Scientific references 2 of 3
Jensen, Palle R. :The RUF (Rapid Urban Flexible) Dual-Mode Concept
Special seminar at Institute of Transportation Studies, cosponsored by the Department of Economics and Department of Civil and
Environmental Engineering
April 2nd 1996

Jensen, Palle R. : The RUF concept, a dual-mode car- and APM-System

APM 96, 5th International Conference on Automated People Movers, Paris June 10-14 1996
Proceedings p. 641-650

Jensen, Palle R. : The RUF System, a Dual-Mode Auto/Transit Electric Vehicle System
International Conference on PRT & Other Emerging Transportation Systems, Minneapolis November 18-20, 1996

Jensen, Palle R.: The RUF System, a Dual-Mode Electric Vehicle System
Sixth International Conference on Automated People Movers
Las Vegas, April 9-12, 1997

Jensen, Palle R. : The RUF Concept, a Dual-Mode electric/hybrid vehicle riding on top of a very slender guideway.
1997 SAE Future Transportation Technology Conference
San Diego, August 6-8, 1997

Jensen, Palle R. : RUF Dual-Mode Transport - A Quantum Leap in Mobility?

European Urban Mass Transit conference
Invited Speaker
Berlin, Febr. 3-4, 1999

Jensen, Palle R. : Basic Qualities of a RUF System

APM 99, 7th International Conference on Automated People Movers
Copenhagen, May 5-7, 1999
Development status 8
Scientific references 3 of 3
Jensen, Palle R. : The RUF System
New Visions in Transportation, NVT2000
Invited Speaker
Aspen, Colorado, Oct. 18-20, 2000

Jensen, Palle R. : Special RUF session

Trafikdage, Aalborg University
August 29, 2006
Development status 9
Support letters
The most recent support letter for RUF is from the
Chairman of the Traffic Committee of the Danish
Parliament, Mr. Flemming Damgaard Larsen. It says:

” To whom it may concern

I have had the pleasure of being fully informed about
the new RUF transportation system and the promising
new possibilities at a meeting in Copenhagen on
January 30th 2006.
RUF (Rapid Urban Flexible) combines the advantages
of cars with the advantages of the train.
RUF has the potential to become a solution to many of
the traffic problems: Capacity problems, Oil
dependence, Climate problems, Safety problems plus
the problem of creating attractive Public Transport.
If RUF can be realized, many of these problems can be
solved in a way which doesn’t require a long
development process since RUF technology is a new
combination of known technologies.
I therefore fully support the efforts to perform a
comprehensive testing of RUF in order to verify the
promising perspectives. I also support the efforts to
make public funding available for this activity.”
**********************************************************

More letters on the address: www.ruf.dk/letters

Expertise
Expertise involved in design
All know-how regarding RUF is collected in RUF International (Palle R Jensen)
Many different companies, institutions and students have participated in the creation of this expertise.
The internet discussions regarding Transit Alternatives have been very helpful i the period from 1993.
More than 200 students from numerous countries have been involved in the process.
The companies Balslev, NIRAS, Siemens Danmark, NCC, Bravida, Alu+ and many more have made important
contributions to the development process.
Unproven aspects
Coupling unit
Several student projects have analyzed how a coupling unit can be built, but none of them have been tested.

Rail brake
A group of students have analyzed how to make a 1G rail brake, but it has not yet been built

Power pickup
Until now, power pickup has been ignored since it is considered to be traditional technology.

Left turn at junction

The RUF simulation www.ruf.dk/rufsim.exe does not include left turn. It will be included in future versions of the
program.